Vehicle control system.



Patented Oct. 24, 1916.

WITNESSES IVVE/VTOR I ATTORNEYS tnvrrnn STATES rATENT OFFICE- JOHN T. CADE, or ARCOLA, new JERSEY, assrenon TO FEDERAL SIGNAL COMPANY,- A CORPORATION or new YORK.

VEHICLE CONTROL SYSTEM.

Specification of Letters Patent.

ratentea'oee. 24, mi e.

actively interested in the installation of systems and apparatus of this character. Recently it has been especially realized that many accidents upon railways are due to the fact that engine drivers, for one reason and another, pass the ordinary semaphore signal while in its danger position in disregard of tratlic regulations. It is found that such action of engine drivers is frequently due less to a voluntary disregard of the signal than to a failure to note or realize-its danger indication. Heretofore, it has been proposed to meet this condition by prov dlng train stops to positively and automatically stop the train when the engine driver passes or attempts to pass the s'gnal in the dan er or stop position. But a train stop is objecticnable for reasons peculiar to itself.

In the first place it' tales from the engine I I odeslgnedand arranged to attract the attendriver his own control of his train under certain conditions and makes him likely to rely upon the automatic stop instead of himself to a oid accidents. This tends to lessen that feeling of: responsibility. watchfulness and care which it is essential to preserve in the engine driver. Furthermore, the automatic stop is not well adapted to efficient conduct trailic where such tratlic is carried on under the usual widely varying conditions of ordinary railway operation. Asignal sometimes stands at warning indication when it is desirable for trafiic reasons that it be passed if this is done with full realization by theengine' driver ofhis' act. A stoppage of the train under such conditions by an automatic tr'ain stop would serve no useful purpose but would be a hindrance to trafiic. 1

' In the present invention the CADE a control of the train is not taken from the engine driver.

but provision is made to make him exercise increased "care against proceeding when travel is dangerous, without full knowledge and realization of his act. It will be understoodthat travel is dangerous when conditions are such as those now usually indicated by the warning indication of a signal. In accordance with this invention, therefore, the automatic stop is eliminated and in its place there is provided a special alarm device designed to be automatically operated whenever the engine driver pr0-. ceeds when travel is dangerous or when he enters a danger Zone of the track, unless,- havingnoted the danger condition of the track, he first performs some. act, or requires some other-person toperform some act, that will forestall the operation of the alarm device. If he has noted the danger to travel, on the track ahead, and finds it advisable to proceed, notwithstanding, he is at liberty to do so provided he first performs some act, or requires some other person to perform some act, that will cut out the alarm device from operation. But if, with inattention and lack of watchfulness, he proceeds when travel is dangerous or into thedanger zone, he will fail to cut out the alarm device, and it will operate and thereby cause others, and preferably him also, to realize what is taking place. Thisalarm device is distinct in its action or appeal from that of the bell, whistle or other signal usually carried on a train or vehicle, teing tion of occupants of the vehicle or train, other than the vehicle operators, such as the engine driver and fireman of a steam locomotive or the motorman of an electric car or train. The alarmdevice is also preferably designed and arranged to attract the attention of such operators of the vehicle or train in addition to that of the occupants, such as the passengers and such as the train crew other than the operators. Thus, the control of the train is left with the engine.

driver but he is induced to exercise inend of a track zone when travel in such zone 7 is dangerous. It is obvious that the signal with. which the alarm device is associated may be a 'full stop or a cautionary signal. In" either case, when the signal gives its warning indication, it is to be understood that the track zone guarded by the signal is dangerous or is a danger zone as these terms are herein used.

The invention may be embodied in various forms. It-is not restricted to any special type of alarm device nor any special type of signal device or train governing means.

This alarm device may be stationed on the trackway or it may be located on the engine or at other points on the train. Nor is the invention, to be restricted to any special means for controlling or operating the signal or other tralngoverning means or the v alarm device.

' Ina former application filed by me September12th, 1912, Serial No. 719,919, the

: tem by connecting the two contact rails by a bar or wire. In the present invention this ,objection is removed by a' different arrangement, wherein the source of current to energize the cut-outrelay is carried on the vehicle so that the cut-out relay may not be improperly energized from the trackway by an unauthorlzedperson.

' The invention is shown in one of its vari ous embodiments ,in the accompanying drawings. 7

Referring now to this particular embod1- ment 'of the mvention, as shown in the drawin'gs, 1 and 2 are two track sections. each of which is provided with the usual rail circuit,the former including track battery 3- and trackrelay 4, andthe latter including track battery 5 and track relay 6.

7 is a track section in advance of track sections 1 and 2. -8 is a signal which may be of the usual semaphore type as shown and operated by a solenoid whose coil is 9 and core 10. I The the track.

.As shown 1n the drawing. the alarm device is in the form of an audible signal. But

it may address itself to the intelligence in any suitable manner, audible or otherwise. I i-the present instance, ltis shown as consisting of a gong ll adapted to be struck by a solenoid striker 12 having a coil 13. This gong is suitably housed and stationed on the trackway in suitable proximity to the signal 8.

One terminal of the solenoid coil'9 is connected with the generator 14 and the other terminal'is connected through contact point 15, contact finger 16, and wire 17 with the other pole of this generator. Contact finger 16 is operated by coil of relay 4.

18 is a track contact device in the form of a rail extending parallel with track rail 19 oftrack section 7. Rails 18 and 19 are connected by wires 20 and 21 with the terminals of one coil 22 of the double coil cut-out relay 23. Solenoid coil 13 is connected on one side by wire 24 to generator 14. Cu its other side, this coil 13 is connected through contact finger 25, contact point 26, wire 27, contact point 28, contact finger 29, wire 30, contact point 31, contact finger 32 and wire 33 to the opposite side of the generator 14.

34 is a contact carried on the blade of signal 8. -Contact 34 is adapted to connect contact points 35 and 36 when the signal is in safety or proceed position. Contact 35 is connected through wire 37, coil 38 of relay 2'3 and wire 39 with the minus side of battery 14. Contact 36 is connected with the;

46 is a car or train on the track proceeding toward the signal. It is provided with a pivotally mounted contact shoe 47 normally elevated above the level of contact rail 18 but adapted to contact therewith when Each of the coils 22 and 38 acts to liatt the engine driver depresses it. Car 46 car- ,ries battery 48 whose poles are connected with contact shoe 47 and with car wheel 49. In the normal condition of the system that is when there are no cars on the track, the track magnets 4 and 6 are energized. The former serves to hold normally closed the circuit through solenoid coil 9 so that signal 8 is normally held in safety or proceed position with contact points 35 and 36 bridged by contact 34. This serves to open the circuits of which the contact fingers 32 and 44 are a part. Coil 38 of relay 23 g is normally energized and its contact fin 7 signal is located at the entering end of track 1 section 1 and therefore serves to protect this track section and the following'portion of gers held in elevated position. The normally closed circuit of coil 38 may be traced from battery'14, through wire 40, contact point 36, contact 34, contact point 35, wire 37, coil 38 and wire 39 back to battery. It will be seen that in'the normal condition, the circuit of the alarm device or gong 11 is normally broken at contact fingers 29 and 32. l

' lVhen a train reaches track section 7 and Gil '29 and 42.

the signal is at safety, the train proceeds on to track section 2 thereby deenergizing magnet (3 and dropping 1ts contact fingers 32 and This produces no effect upon the alarm device because its circuit is still broken at contact finger 29. hen the train enters on track section 1, it dee'ner-gizes coil of relay 4 thereby opening the circuit for the signal and permitting it to move to danger position behind the train. In the drawing the signal is shown in danger position, opening contacts '35 and 36.- The opening of contacts and 36 breaks the circuit of coil 38 and drops contact fingers When now the car 46 enters track section 7, while section 1 is occupied, the engine driver may stop his train in response to the danger indication of the signal. If he fails to note the signal and carelessly proceeds, then when his car reaches track section 2, it deenergizes magnet 6 and closes the circuit of the gong 11 or other alarm device and sets it in operation if the first train is still on section 1. This circuit may be traced from battery 14, through wire 24, coil 13, contacts 25 and 26, wire 27, contacts 28 and 29, wire 30, contacts 31 and 32, and wire 33 back to battery. The operation of the alarm device attracts the attention of the engine driver and makes him aware of the fact that he is negligently about to pass the signal in danger position. As already stated, the character of warning produced by the alarm device is so distinctive that it not only attracts the attention of the engine driver but also attracts the attention of the train crew and passengers so that the negligent act of the engineer is known to other persons on the train who may operate the engine whistle or apply the emergency brake. If, however, when the car 46 reaches track section 7, with the signal at danger, and the engine driver desires to pass the signal in this position, he may then'depress the shoe 47 so as to thereby close the circuit through coil 22 and'battery 48. This energizes magnet 23 and opens the alarm circuit at contact finger 29 and closes contact finger .42 with its contact point. The car then proceeds on to track section 2 whereupon magnet 6 is deenergized thereby closing contact finger 32 with contact point 31 and contact finger 44. This action of track magnet 6 takes place before magnet 23 is deenergized by the passing of shoe 47 beyond contact rail 18. For this purpose magnet 23 may be constructed so as to have a slow release. The result of this action is that magnet 23 is kept energized by the train in section 2 even after the car 46 has passed on to track section 2 and beyond track rail 18, the circuit through this magnet being as follows: from battery 14,

through Wire 45, contact finger 44, wire 43, contact 42, wire 41, coil 38 and wire 39 to battery. hen the car passes beyond track section 2, magnet 6 will be restored to normally energized condition and contact fingers 32 and 44 are lifted from their contact points. This action of contact finger =44 breaks the circuits just traced through coil 38 which thereupon drops its contact fingers 29' and 42. IVhen a car, as 46, moves onto track section 1, it sets the signal at danger as heretofore explained, and when it passes beyond this track section and the track portion guarded by the signal, the signal returns to safety position with the circuits and devices in normal condition.

The term danger condition of a signal, as herein used, means a cautionary or any condition other than safety, and may inclicate that the train or vehicle should stop immediately or slow down or be prepared to stop.

What I claim is:

1. In a vehicle control system, the combination of an alarm device distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means 1 for operating the alarm device; and means operable from the vehicle for preventing the operation of said alarm device including a source of current carried by said vehicle.

2. In a vehicle control. system, the combination of an alarm device located on the trackway; vehicle controlled means for operating the alarm device; and means operable from the vehicle for preventing the operation of said alarm device including a source of current carried by said vehicle.

3. In a vehicle control system, the combination of an alarm device distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; a track circuit controlling said'alarm device; and means operable from the vehicle for preventing the operation of'the alarm device including a source of current carried by said vehicle.

4. In a vehicle control system, the combination of an alarm'device distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device; means stationed on the trackway to prevent the operation of the alarm device; and means operable from the vehicle for preventing the op eration of the alarm device including a source of current carried by said vehicle.

5. In a railway train control system, the combination of a signal guarding a portion of the track; a track circuit controlling said signal; analarm device operable when the signal is in a predetermined condition of indication, saidalarm device being distinct in its action from that of the signals usually carried on a vehicle or train and.

designed and arranged to attract the attention of occupants of the vehicle or train other thanthe operators thereof; a track circuit controlling said alarm device; and means for preventing the operation of the alarm device including a source of current carried bya car.

- 6.. In a vehicle control system, the combination of a signal; an alarm device oper-- ablewhen the signal is 1n a predetermined condition of indication, said alarm device being distinct in its action from that of the signals usually carried on a vehicle or train and designed and arranged to attract the attention of occupants of the vehicle or train other than the operators thereof; vehicle controlled means for operating the alarm device when the signal is in said condition of indication; and means operable from the vehicle for, preventing the operation of the alarm device including a source of current carried by said vehicle.

7. In a vehicle control system, the combination of a signal located on the trackway; an alarm device located on the trackway and operable when the signal is in a predetermined condition of indication; vehicle controlled means for operating the alarm.

device when the signal is in said condition of indication; and means operable from the vehicle for preventing the operation of the alarm device including a source of current carried by saidvehicle.

a 8. In a railway train control system, the combination of a signal guarding a portion of the track; a track circuit controlling said signal; an alarm device operable when the signal is in a predetermined condition of indication;a track circuit controlling said alarm device; and means operable from a train for preventing the operation of the alarm device including a source of current carried by said train.

9. In a railway train control system, the combination of a signal stationed on the Copies of this patent may be obtained for trackway and guarding a portion of the track; a traclrcircuit controlling said signal; an alarm device stationed on the trackway and operable when the signal is in a predetermined condition of indication; a track circuit controlling said alarm device; and means operable from a train for preventing the operation of the alarm device including a source of current carried by said train.

10. In an electric system for vehicle control, the combination of an alarm device; a circuit therefor; vehicle controlled means for operating the alarm device; a circuit to prevent the closing of the alarm circuit including a relay magnet and track contact means and means operable from the vehicle for energizing said relay magnet including a source of current carried by said vehicle.

11. In an electric system for vehicle control, the combination'of an alarm device; a circuit therefor; vehicle controlled means for operating the alarm device; a circuit to prevent the closing of the alarm circuit including one coil of a relay. magnet; train governing means controlling said alarm circuit; a second circuit to prevent the closing of the alarm circuit includingasecond coil of said relay magnet and track contact means, said circuit being immune from operation by ordinary outside agencies; and means operable from the vehicle for controlling said last named circuit.

12. In an electric system for vehicle control, the combination of an alarm device: a circuit therefor; vehicle controlled means for operating the alarm. device; a circuit to prevent the closing of the alarm circuit including one coil of a relay magnet; train governing means controlling said alarm circuit; a second circuit to prevent the closingof the alarm circuit including a second coil of said relay magnet and track contact means; and means operable from the vehicle for energizing said last named circuit including a source of current carried by said vehicle;

This specification signed and witnessed this eleventh day of February, A. D.,' 1914.

.JoHN T. oann.

five cents each, by addressing the Commissioner of Patents,

Washington, D. Q. i 

